Aerodynamic surface drive mechanism

ABSTRACT

There is described an aerodynamic surface drive mechanism ( 20 ) containing at least a drive combination ( 50, 50′ ), each drive combination ( 50, 50′ ) comprising a fixed element ( 21 ) associated to a fixed aircraft structure and a first mobile component ( 22 ) connected pivotably by a first end to the fixed element ( 21 ) by way of an articulation axis (E) and associated to an actuator ( 30 ) by an opposite end, the aerodynamic surface drive mechanism ( 20 ) further comprises a second mobile component ( 23 ) rotationally associated to the first mobile component ( 22 ) by way of primary swivel joints ( 24, 24′ ) linearly disposed along a vertical axis (Y) and rotationally connected to the aerodynamic surface ( 40 ) by way of secondary swivel joints ( 25, 25′ ) linearly disposed along a horizontal axis (Z); the first mobile component ( 22 ) and the second mobile component ( 23 ) simultaneously moving the aerodynamic surface ( 40 ) linearly and rotatively by means of the actuator ( 30 ) and of the primary swivel joints ( 24, 24′ ) and secondary swivel joints ( 25, 25 ′).

The present invention pertains to mechanisms for driving aerodynamic surfaces, preferably the flaps disposed on the aircraft wings.

DESCRIPTION OF THE STATE OF THE ART

Various types of drive mechanisms and aerodynamic surface support, especially the flaps of aircraft wings, are known in the state of the art.

In this sense, mechanisms of the “simple hinge” kind are used for driving aerodynamic surfaces such as, for instance, the flaps, when they are driven and moved in the perpendicular direction to the trailing edges of the wings (movement Chordwise).

When it is desirable to move the flaps in a direction parallel to the flight direction (Streamwise movement), other mechanisms are known and used such as, for instance, the “roller track”, “combined hinges”, “four-bar” mechanism, among others.

However, these already known aerodynamic surface drive mechanisms present flaws, such as the lack of robustness, localized wear and tear and high number of parts in the case of the “roller track” mechanism, impossibility of driving in a Streamwise movement when the “simple hinge” mechanism is used.

The movement of the flaps in a direction parallel to the flight direction (Streamwise movement) is often preferred because it diminishes drag compared to the movement of the flaps in a direction perpendicular to the trailing edges of the wings (Chordwise movement). However, the sweeping of the aircraft wings, required by the high speed of the modern jets, requires an aerodynamic surface drive mechanism such as flaps that enable the “Fowler” movement when the flap is driven. The “Fowler” movement is characterized by an initial horizontal movement, followed by a rotation.

Thus, further in relation to drive mechanisms already known in the state of the art, document U.S. Pat. No. 4,448,375 refers to a device for trailing flaps formed by a four-bar mechanism with the use of “swing-link” and rotary actuators to perform the “Fowler” movement when the flap is driven. The drawback of using “swing-link” in this movement lies in the increase of loads in the mechanism combination and flap panel when it is slanted on the plane transversal to the aircraft. Additionally, the “swing-link” provides a greater degree of freedom, whereby introducing more leeway in the flap mechanism, adversely affecting the robustness of the combination.

The “Layout” document published in Mechanical Design of High Lift Systems for High Aspect Ratio Swept Wings (Rudolph, P.—NASA 1998) illustrated in FIG. 1 shows a flap drive mechanism that uses, as indicated in the drawing, the principle of the “simple hinge”, with a rotary actuator and “swing-link”. Although this mechanism enables the flaps to be driven streamwise, this movement is made by way of the rotary actuator 1 fixed to the structure of the aircraft, in this case a wing, a spherical joint 2 disposed on the flap and a rod 3 acting as “swing-link” which is a rod privotable at its ends, between the mechanism and the flap, used to transfer loads exclusively in the direction parallel to the axis formed by these ends.

OBJECTIVES OF THE INVENTION

The objective of the present invention is to provide a robust mechanism, that is, without problematic elements such as rails or “swing-link” for driving aerodynamic surfaces moving them in a direction parallel to the flight direction (Streamwise movement).

BRIEF DESCRIPTION OF THE INVENTION

The object of the invention is an aerodynamic surface drive mechanism containing at least a drive combination, each drive combination comprising a fixed element associated to a fixed aircraft structure and a first mobile component connected pivotably by a first end to the fixed element by way of an articulation axis and associated to an actuator at an opposite end, the aerodynamic surface drive mechanism further comprises a second mobile component rotationally associated to the first mobile component by way of primary swivel joints linearly disposed along a vertical axis and rotationally connected to the aerodynamic surface by way of secondary swivel joints linearly disposed along a horizontal axis; the first mobile component and the second mobile component simultaneously moving the aerodynamic surface linearly and rotatively by means of the actuator and of the primary swivel joints and secondary swivel joints.

SUMMARIZED DESCRIPTION OF THE DRAWINGS

The present invention will next be described in greater detail based on a sample execution represented in the drawings. The drawings show:

FIG. 1—is a side view (in relation to the coordinate system of the aircraft) of an aircraft wing, of the aerodynamic surface flap and of the aerodynamic surface drive mechanism that is the object of this invention;

FIG. 2—is a blown-up detail of FIG. 1;

FIG. 3—is a top view (in relation to the coordinate system of the aircraft) of the aircraft wing, of the aerodynamic surface flap and of the aerodynamic surface drive mechanism that is the object of this invention;

FIG. 4—is a first rear view (in relation to the coordinate system of the aircraft) with detail of the aerodynamic surface drive mechanism that is the object of this invention, with the flap retracted; and

FIG. 5—is a second rear view with detail of the aerodynamic surface drive mechanism that is the object of this invention, with the flap extended.

DETAILED DESCRIPTION OF THE DRAWINGS

According to a preferred embodiment and as can be seen in FIG. 1, the aerodynamic surface drive mechanism 20 that is the object of this invention is used for moving aerodynamic surfaces 40 such as, for instance, the flaps, in movements parallel to the aircraft flight direction, a movement also known as “streamwise”.

To enable the streamwise movement of aerodynamic surfaces 40, in particular the flaps of aircrafts with swept wings, the aerodynamic surface drive mechanism 20 comprises at least one and preferably two drive combinations 50, 50′ associated to the aircraft 60 parallel to each other (FIG. 2).

As can be seen in FIG. 1, each drive combination 50, 50′ comprises a fixed element 21 associated to a fixed aircraft structure, for instance, a structure of the wing of the aircraft among other possible structures, this fixed element 21 endowed with an articulation 211 that receives an articulation axis E, a first mobile component 22 connected pivotably by a first end 221 to the fixed element 21 by way of the articulation axis and is associated to an actuator 30 at an opposite end 222. The actuator 30 consists of a linear actuator which is fixed to the fixed aircraft structure, on the fixed element 21, and connects to the first mobile component 22 by way of a rod 31.

A second mobile component 23 is rotationally associated to the first mobile component 22 by way of primary swivel joints 24, 24′ linearly disposed along a vertical axis Y and rotationally connected to the aerodynamic surface 40 by way of secondary swivel joints 25, 25′ linearly disposed along a horizontal axis Z.

This second mobile component 23 is preferably T-shaped, such that the primary swivel joints 24, 24′ are linearly disposed on the vertical portion of the second mobile component 23 whereas the secondary swivel joints 25, 25′ are linearly disposed on the horizontal portion of the second mobile component 23. The vertical and horizontal portions of this second mobile component 23, as well as the vertical Y and horizontal Z axes are concurrent, preferably perpendicular.

Accordingly, the vertical portion of the second mobile element 23 is associated to the first mobile element 22 by way of the primary swivel joints 24, 24′ that enable the rotation of this second mobile element 23 around the Y axis without detaching it from the first mobile element 22 and the horizontal portion of the second mobile element 23 is associated to a lower face 41 of the aerodynamic surface 40, by means of articulation structures 42, 42′ fixed to the lower face 41 and in which the secondary swivel joints 25, 25′ are housed. This permits a small rotation of the second mobile element 23 around the Z axis, rotations less than 16 degrees.

As can be seen in FIGS. 3 and 4, the first mobile component 22 is driven by the actuator 30 and moves rotating around the articulation axis and in contact with the fixed element 21. This first mobile component 22 drags with it the second mobile component 23, which moves in a main rotary movement accompanying the first mobile component 22. The second mobile element 23, in turn, drags with it the aerodynamic surface 40 by the articulation structures 42, 42′ fixed to the lower face 41 of this aerodynamic surface 40 moving it linearly.

However, simultaneously to the rotary movement of this second mobile component 23 accompanying the first mobile component 22, the second mobile component 23 sustains rotation around the Y axis by means of the primary swivel joints 24, 24′. Thus, while the second mobile component 23 moves the aerodynamic surface 40 linearly, it also moves this aerodynamic surface 40 rotatively with rotations less than 16 degrees, such that the aerodynamic surface 40 is displaced in a movement parallel to the flight direction.

The primary swivel joints 24, 24′ of the first mobile component 22 in conjunction with the secondary swivel joints 25, 25′, of the second mobile component 23, enable the flap rotation to be housed following an axis not parallel to the wingspan of the flap (spherical joint effect). These rods are required due to the sweeping of the wing and dispense with the use of rods “swing link” known in the state of the art, resulting in a structurally-robust aerodynamic surface drive mechanism, but lighter on account of the lesser number of parts. This advantage is essential for aviation, the main objective of which is to reduce the weight of the aircraft, and also enables a reduction in industrial costs.

Additionally, the aerodynamic surface drive mechanism that is the object of this invention enables the “streamwise” movement in a swept wing, guaranteeing improved aerodynamic performance of the aircraft.

Having described an example of a preferred embodiment, it should be understood that the scope of the present invention encompasses other possible variations, being limited solely by the content of the accompanying claims, potential equivalents included therein. 

1. An aerodynamic surface drive mechanism (20) containing at least a drive combination (50, 50′), each drive combination (50, 50′) comprising a fixed element (21) associated to a fixed aircraft structure and a first mobile component (22) connected pivotably by a first end to the fixed element (21) by way of an articulation axis (e) and associated to an actuator (30) by an opposite end, the aerodynamic surface drive mechanism (20) being characterized by further comprising a second mobile component (23) rotationally associated to the first mobile component (22) by way of primary swivel joints (24, 24′) linearly disposed along a vertical axis (Y) and rotationally connected to the aerodynamic surface (40) by way of secondary swivel joints (25, 25′) linearly disposed along a horizontal axis (Z); the first mobile component (22) and the second mobile component (23) simultaneously moving the aerodynamic surface (40) linearly and rotatively by means of the actuator (30) and of the primary swivel joints (24, 24′) and secondary swivel joints (25, 25′).
 2. The drive mechanism as claimed in claim 1, characterized wherein the vertical axis (Y) is perpendicular to the horizontal axis (Z).
 3. The drive mechanism as claimed in claim 1, characterized wherein the second mobile component (23) is rotationally connected to a lower face (41) of the aerodynamic surface (40) by means of articulation structures (42, 42′) fixed to the lower face (41) and in which the secondary swivel joints (25, 25′) are housed.
 4. The drive mechanism as claimed in claim 1, characterized wherein the first mobile component (22) is driven by the actuator (30) and rotated around the articulation axis (e) simultaneously to the linear and rotary movement of the second mobile component (23) and the aerodynamic surface (40) by means of the primary swivel joints (24, 24′).
 5. The drive mechanism as claimed in claim 4, characterized wherein the aerodynamic surface (40) is displaced in a movement parallel to the flight direction.
 6. The drive mechanism as claimed in claim 5, characterized wherein the aerodynamic surface (40) consists of a flap.
 7. The drive mechanism as claimed in claim 1, characterized by comprising two or more drive combinations (50, 50′) parallel to each other. 